European Aviation Environmental Report 2016

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58 European Aviation Environmental Report 2016 Figure 5.3 Map of accredited European AIRPORT airports CARBON (Source: Airport ACCREDITATION Carbon Accreditation [59]) ®q ®q ®q ®q Level 1 (mapping) ®q ®q ®q ®q Level 2 (reduction) ®q Level 3 (optimisation) ®q Level 3+ (neutrality) ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q ®q 5.3 Passenger access by public transport Many of the indirect CO 2 emissions at airports originate from surface access transport (e.g. the road access to the airport). Developing improved public transport systems to reduce the use of individual vehicles and improve local air quality is one of the key challenges for airports and the surrounding municipalities. Publicly available data from a total of 51 European airports (corresponding to approximately 56% of European passengers) indicates that 43% of passengers gained access to these airports by public transport. 36 36 This number was calculated by weighting each airport’s figure by its number of passengers.
European Aviation Environmental Report 2016 59 5.4 Environmental certification There are several international standards available for organisations, including airports, to use in managing their environmental performance. These include: • ISO 14001: Environmental Management Systems • ISO 50001: Energy Management Systems Due to EU and national environmental management legislation, many more airports will comply with environmental certification requirements but have not been certified against the above standards. Many airports do however have ISO 9001 certified Quality Management Systems. In 2014, approximately 80% of passengers in Europe were handled via an airport certified against one of these environmental standards or ISO 9001. • EU EMAS: EU Eco‐Management and Audit Scheme STAKEHOLDER INPUT London Airports Night Noise Quota Count System Quota Count systems have been developed and implemented within Europe to help airports manage the impact from aircraft noise. The general principle involves a total noise budget which is allocated to an airport for use over a period of time. Aircraft are assigned a quota value and the schemes are designed to encourage the use of quieter aircraft by making noisier types use more of an allotted noise quota for each flight. This form of quota system is sometimes combined with a limit on the total number of flights. Restrictions on night flights at Heathrow airport first came into effect in 1962 and were subsequently introduced at both Gatwick and Stansted airports. The underlying principle is to strike a balance between airlines wishing to operate at night, and the communities living around the airport who do not want their sleep disturbed by aircraft noise. Up until 1993, the maximum amount of noise that could be emitted by a night flight was based on supplementary data provided by aircraft manufacturers. However, it proved difficult to link this manufacturer data to the aircraft noise certification process, and thus the process lacked transparency and traceability. A new Quota Count system was subsequently introduced that explicitly linked noise certification levels to noise exposure in the vicinity of an airport. This removed the need for manufacturers to supply supplemental data, and the use of ICAO noise certification data enabled the system to potentially be used more widely. A Quota Count, based on 3 dB bands, is assigned to all certified aircraft for which an application has been made to operate at night. Each airport then manages its quota locally, often in coordination with the slot coordination process. The 3 dB‐wide bands, which are consistent with the doubling of noise energy principle, are simple, transparent and easy to administer. The Quota Count system is typically reviewed every five years, and this involves extensive stakeholder consultation. It is considered to have worked well since it was introduced in 1993 and, despite various legal challenges, has remained largely unchanged with the notable exception of the introduction of a new lowest Quota Count band in 2006.
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